6. Traffic surveys are required to transportation engineers for :
planning and designing traffic facilities
determining the need for traffic control devices
studying the effectiveness of introduced schemes;
diagnosing given situations and finding appropriate solutions;
forecasting the effects of projected strategies;
calibrating and validating traffic models etc.
7. Traffic Stream characteristics – volume, speeds, density, and
occupancy studies etc.
Axle load survey
Capacity studies of streets and intersections
Travel demand – Home interview survey
Studies of road users cost
Parking supply and demand studies
Inventories of road-traffic physical features
Traffic accident studies
Environmental impact studies of transport
System usage studies
9. Objectives of Study
Vehicle Composition
Traffic Stream
Properties
Directional
Distribution
Flow Fluctuation
Average Daily Traffic
10. Traffic volume studies are conducted to determine the volume of traffic
moving on the roads and classifications of roadway vehicles at a particular
section during a particular time.
Volumes of a day or an hour can vary greatly, depending on the different day of the
week or different time period of a day.
Traffic Volume survey is the determination of the number, movement and
classifications of roadway vehicles at a given location.
11. To determine vehicle composition during survey period
To determine service flow rate in PCU unit
To determine Directional Distribution of traffic
To estimate average daily traffic based on expansion factor
To draw partial flow fluctuation curve
18. Volume/flow
Rate of flow
Average Daily Traffic (ADT )
Average Annual Daily Traffic (AADT)
Design Hourly Volume
Service flow rate
Directional Distribution
19. Manual methods
Combination of manual and mechanical
methods
Automatic devices
Moving observer method
Photographic method
20. Manual Counting
Method
• 1. Direct
• 2. Indirect
Automatic
Counting Method
• 1. Contact
System
• 2. Contact-less System
Method
Method
32. A device that is placed in a groove cut into the roadbed of the lane(s) being counted. This
electronic counter can be used to measure weight and speed.
Figure : Piezo-electric Sensor
33. The inductive loop detector (ILD) is the most common sensor used in traffic management
applications.
35. A device that is placed in a groove cut into the roadbed of the lane(s) being counted. This
electronic counter can be used to measure weight and speed.
Figure : Piezo-electric Sensor
38. Survey Date
:
24th November, 2013
Survey route
:
Russell Square to Panthapath
Method
:
Equipment
:
Hand Counter , Pencil , Clip Board , Data
Sheets
No. of enumerator
:
8 persons
39. Hand Counter
Supply of blank field data sheets
Pencils , erasers and pencil sharpner
Clip boards.
40. Reconnaissance survey and route
alignment survey was carried out to acquire
generalized idea about the survey area.
This survey ensures the physical
properties of location which cannot be
authenticated by Google Earth Maps.
41. Private car is predominant in this road .
Most available vehicle along this road is motorcycle.
42.
Two private hospital, Square Hospital and Shomorita Hospital, is situated alongside
the road . So that traffic attraction is huge in this area.
No foot over bridge in this road .
53. Vehicle Composition in Traffic Stream
Service Flow Rate in PCU/ PCE unit
ADT based on Expansion Factors
Directional distribution
Flow Fluctuation Curves
54. Station name: Russel
Date : 31 May, 2012
Square to Panthapath
Day : Thursday
Survey group: Group 5
Time : 10:00 AM-10 : 20
Weather condition: Cloudy
AM
10:00 -10 :
4
5
6
NMV
3
Light
Vehicle (LV)
Auto
Rickshaw
(AR)
Motorcycle
(MC)
2
Truck (T)
Time
Bus (B)
Cycle
1
Total
traffic
in a
cycle
55. Vehicle Composition of Traffic
Stream
Pie Chart for Vehicle Composition of Traffic Stream
14%
13%
24%
11%
60%
2%
0%
Bus (B)
Trcuk (T)
Light Vehicle (LV)
Auto Rickshaw (AR)
Motorcycle (MC)
NMV
56.
57. Type of Vehicle
Number
PCE
Converted number
Bus (B)
8
3
24
Tract (T)
0
.75
0
Light Vehicle(LV)
203
1
203
Auto Rickshaw (AR)
47
.5
23.5
Motorcycle (MC)
43
.1
4.3
NMV
39
.5
19.5
Total
340
274.3
58. Traffic Flow (10:00-10:20 AM)
274.3 PCU
Service Flow Rate (10:00-11:00AM)
823 PCU/hr
From calculation it is found that the service flow rate of this corridor at 10:00am to
11:00 am was 823 PCU/hr. Again, level of service of a road can be determined
from service flow rate. Level of service of a road can be classified according to
service flow rate as below
59. LOS
Service Flow Rate (PCU/hr)
A
600
B
700
C
900
D
1200
E
1400
F
>1400
According to this table the level of service of Panthapath road was, “C” at 10:00 am11:00 am in Thursday.
61. Proportion of Directional Distribution of
Traffic Flow
45%
55%
45%
From Panthapath To Russell Square
From Russell Square To Panthapath
62. Direction
From
Panthapath To
Russell
Square
From Russell
Square To
Panthapath
Time
PCU/h
9:00AM10:00AM
899
961.67
78.38%
795.67
21.61%
860
10:00AM11:00AM
Average
PCU/hr
Direction
al
Distributi
on
11:00AM12:00AM
9:00AM10:00AM
10:00AM11:00AM
11:00AM-
1126
727
823
63. According to directional distribution most of the vehicle travel towards
Russell Square, as this road leads to the city center and the survey was
made in the work going phase of the day, so directional distribution was
justified.
65. Flow Fluctuation Curve (PCU/hr vs. time curve)
1200
1125.6
1100
PCU/HR
1000
981.2
900
898.8
860.9
859.5
800
822.9
836.7
793.1
726.6
700
600
9:40-10:00 AM
10:00-10:20 AM
From Panthopath to Russell Square
10:20-10:40AM
From Russell Square to Panthopath
Avg. PCU
68. Discussion on Vehicle volume
The vehicular volume using Panthapath road – Russell square road is important
for understanding the efficiency at the system works at present and the general
quality of service offered to the road users. The vehicle count has one cycle. It
was a matter fact that number of vehicle counted in cycle cannot determine the
highest number of vehicle passed through the survey location in the cycle of
counting period.
Trigger treatment for instance once a pavement condition pavement a certain level it can schedule for maintained or rehabilitation.Determine the extent and the cost of repair. A pavement condition score is a numerical representation of pavements overall condition can thus be used to estimate the extant of repair work and the lightly cost.Determine a network condition index. By combining pavement condition scores for an entire road network, a single score can be obtain that gives a general idea of the network condition of as a hole.Allow equal comparison of different pavements. Since a pavement condition score accounts for all types of pavement performance measures it can be used to compare two or pavements with different problems on an equal footing.
Recording data onto tally sheets is the simplest means of conducting manual counts.
Pneumatic road tube sensors send a burst of air pressure along a rubber tube when a vehicle's tires pass over the tube. The pressure pulse closes an air switch, producing an electrical signal that is transmitted to a counter or analysis software.
Reconnaissance survey and route alignment survey was carried out to acquire generalized idea about the survey area. This survey ensures the physical properties of location which cannot be authenticated by Google Earth Maps.
Reconnaissance survey and route alignment survey was carried out to acquire generalized idea about the survey area. This survey ensures the physical properties of location which cannot be authenticated by Google Earth Maps.
Reconnaissance survey and route alignment survey was carried out to acquire generalized idea about the survey area. This survey ensures the physical properties of location which cannot be authenticated by Google Earth Maps.
Walking surveys are completed by a rater who is trained to rate distresses according to the agency’s distress identification specifications. The rater walks down the side of the pavement and fills out a pavement condition form that describes the amount, extent, and severity of each distress present on the roadway.
Windshield survey is completed by driving along the road or on the shoulder of the road. The pavement is rated by a rater through the windshield of the vehicle. This method allows for a greater amount of coverage in less time; however, the quality of the pavement distress data is compromised.
It is essential to obtain 24-hr traffic volume data in order to develop a flow fluctuation curve. But due to some limitations, 24-hr data could not be obtained. To draw flow fluctuation curve, it was assumed that volume for three continuous hours were counted, although all vehicles were counted within one hour. Each group counted vehicles for 20 minutes. Flow rate was calculated from that short count data and plotted. The flow fluctuation curve shows a peak at 10:20-10:40 hrs
